solano



4 Sheets-Shet 1. R. SOLANO. POWER BRAKE.

(No Model.)

Patented M31229, 1887.

Q6 am A 770mm WITNESSES:

4 Sheets-Sheet 2. R. SOLANO.

POWER BRAKE.

(No Model.)

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R. SOLANO. POWER BRAKE.

No. 360,179. Patented Mar. 29, 1887.

AT T OH/VE Y 4 Sheets-Sheet 4.

Patented Mar. 29, 1887.

INVENTOQ ATTORNEY (No Model.)

B. SOLANO.

POWER BRAKE.

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WITNESSES:

UNITED STATES PATENT FFICE.

RENALDO SOLANO, OF BROOKLYN, NE\V YORK, ASSIGNOR OF T\VO-THIRDS TO JOHN W. HOYVARD AND DAVID R. MORSE, BOTH OF SAME PLACE.

POWER-BRAKE.

SPECIFICATION forming part of Letters Patent No. 360,179, dated March 29, 1887.

Application filed December 15, 1866. Serial No. 221,690. No model.)

To all whom, it may concern: an electric battery, all suitably located upon Be it knownthat I, RENALDO SoL.iXo,acitithe locomotive; 6 and 7, the train-pipes; 8, zen of the United States, residing at the city the auxiliary-reservoir pipes; 9, the auxiliary of Brooklyn, county of Kings, State of'New reservoirs; 10, the brake-cylinder pipes; 11, 5 York, have invented certain new and useful the brake-cylinders; 12, the interposed auto- Improvements in Power-Brakes, of which the maticvalve systems; 13, the. electric relieffollowing is a specification, reference being valve; 14, the electric-circuit wires, having had to the accompanying drawings, in which couplings at the intersection of the cars, like figures of reference indicate like parts, and 16 the key for making and breaking the 60 IO and in whichcircuit.

Figure 1 is a diagram of an apparatus illus- The electric relief-valves, Figs. 2 to 5, in trating the application of my invention; Fig. clusive,consist ol'a double pistoirvalve having 2, an enlarged sectional detail view of an elecpistons 17 and 18, of large and small diametrical relief-valve, shown out of action; Fig. ters, respectively, and a spring, 19, tending to 6 I5 3, a similar view of the same in action; Fig. depress said pistons.

4., a vertical section at right angles to Figs. 2 The lower chamber, 20, of the valve-casing and 3, and Fig. 5 a horizontal section of the is connected to the upper chamber, 21, by the same; Fig. 6, a detail plan view of the engiport 22, which is controlled by the piston 18. neers operating-valve, showing upon it the An escape-port, 23, is controlled by the piston 70 20 position of an electric-circuit key for tripping 17, communicating the chamber 21 to the atthe electric relief-valve; Figs. 7 to 14, inclumosphere when the valve isdepressed and the sive, various detail views of said operatingconnectingport 22 closed. 21isasustainingvalve; Fig. 15, a sectional detail view of autolever playing in a recess of piston 17, pivoted matic valves interposed between an auxiliary at 25, and sustaining the valve when engaged 5 25 reservoir and brake-cylinder set for automatic with the trip-lever 26, having a weight or brake action, and Fig. 16, a similar view of equivalent, 27, and bearing an armature, 28,

the parts set for direct brake action. in front of the magnets 29, the same being The present improvements are applicable magnetized when the key 16 011 the englneers to automatic pressure-brakes operated either operating-valve closes the circuit. 80

by compressed air or other elastic fluid, and Theconstrnctionoftheengineersoperatingmy object is to apply the power reserved for valve (shown in the present instance) having automatic action simultaneously from the sevbeen fully described in my separate applicaeral auxiliary reservoirs throughout the train tion, I will refer only to Figs. 10, 11, 12, and independently of the train-pipes, to effect a 13, which show the ports of the valve-seatdes- 8 3 5 construction which will render the apparatus ignated by numbers corresponding to the readily convertible from an automatic braking pipes with which they are connected, and by system to a directpressure system, and to comdotted lines the various positions ofthe charg hine the said features with an arrangement ing-port 30 and exhaustchannel 31 of the of train-pipes, by which, in event of failure valve thereon, Fig. 14., the latter being an in- 90 of action of the simultaneous braking devices, verted view.

will take first effect upon the rear of the train; YVith reference to Figs. 15 and 16, the valve- 4 and to enable others to understand and use my casing 33 has two separate chambers, 34 35, in invention I will proceed to describe the novel which the connected. piston-valves 36 37 refeatures of the same in its application to sysciprocate. These valves are held in the po- 95 tems and devices which I have described in a sition shown by means of the spiral spring 38. separate application, filed December 7, 1886, The piston-valve 37 is supplied with ports 39, No. 220,886, and also in Letters Patent No. that are opened and closed bya valve, 40, that 353,175, dated November 23, 1886. also opens and closes the outlet 41 by means IiTtlTedrawings, Fig. 1, 1 is the main com of its depending stem, as shown, the valve 100 pression-reservoir; 2, the supply-pipe; 3, the being normally held in closed position by the engineers operating-valve; 4, the ejector; 5, spring 42. The relative open and closed position of the valve 40 with respect to the po sitions of the piston-valves 36 37 is shown in Figs. and 16. The pipe 8, connecting through the interposed electric valve with the train-pipes, is provided at its entrance with a shifting-cock, 43, which may be turned by a suitable key, so as to connect said pipe 8 with the chamber 35, below the piston-valve 36, or alternatively with the chambers 34 of the pistonvalve 37. The branches of the brake-cylinder pipe connect, as shown, with the chamber 34, below the piston-valve 37, and port 44, controlled by the piston-valve 36. The auxiliary reservoir 9 communicates with the chamber 35 through the passage 45, and when the cock 43 is in the position shown by Fig. 15 is charged ing-valves set to the position shown by Fig.

.rupture to the train-pipes.

15, the operating-valve 3 is, for the purpose of charging the auxiliary reservoirs, turned to the position indicated by Fig. 11, opening communication from reservoir 1 to the train-pipe- 6, thence to and through the electric valves, setting them to the position shown by Fig. 2, thence into the chamber 35, Fig.'15, lifting the check-valve 46, equalizing pressure upon either side of piston-valve 36, whereby its spring 38 forces it up, closing the port 44, thus charging the reservoir 9 with a reserve pressure, to act to set the brakes in case of This reserved force is utilized to set the brakes in connection with the principal feature of my invention-namely, the interposed relief valves 13, the same being tripped simultaneously .throughout the train by agency of the electrical circuit,which is closed at the instant when pressure is released from the trainpipes. In order to set the brakes, the operating-valve 3 is moved to the position shown by Fig. 13. releasing the compressed air of the train-pipes through the pipe 7 to the ejector,which would, in the absence of the electric appliance, brake the rear of the train first; but the closing of the key 16 by contact of the button 47 on the lever 48, Fig. 6, releases the trip mechanism of all the valves 13, causing them to depress simultaneously, cutting off communication to the ejector and leaving the passage 23 open to release pressure and actuate the automatic braking valves 12. The pressure now released from beneath the piston-valve 36, Fig.

15, and check-valve 46, will cause the closing of said check-valve and force the connected piston-valves 36 37 downward, which closes the escape-opening 41 and opens the port 44,

thus allowing the air from the reservoir 9 to enter the pipe 10 into the brake-cylinder, thus setting the brake. Upon shifting the operating-valve to the position indicated by Fig. 11 the compression of air charged into the train-pipes will reset the electric valves, raise the piston-valves 36 37, Fig. 15, closing the port 44 and' opening the passage 41, which will allow the air-pressure to escape from the brake-cylinder and release the brakes.

When it is desired to apply the brakes by the direct system, the cock 43 is altered to the position shown by Fig. 16, the auxiliary reservoirs and the electric devices in this case being out of use. The brakes may now be set when the operating-valve is turned in the chargingposition shown by Fig. 11, allowing the compressed air from the main reservoir to flow through the train-pipes and passage 22 in the valves 13, irrespective of said valves, through the lower inlet of the cock 43 into the chamber 34 and ports 39-, the valve 40 being forced from its seat, which closes the escape-opening 41 and allows the pressure to continue through the pipe 10 to the brake-cylinder. The release is effected by moving the operating-valve to the position of Fig. 10. The pressure being now relieved from the pipes 8, the back-pressure in the brake-cylinder closing the valve 40 will allow the air to escape through the opening 41.

It is manifest that the relief-valves 13 are equally applicable to pressure-brake cylinders of the construction which I have shown in the application referred to, filed simultaneously herewith, the innermost chambers of said cylinders being the equivalent as to function to the auxiliary reservoirs in the present apparatus, the automatic valves operating similarly in each case; hence 1 What I claim, and desire to secure by Letters Patent, is-

1. In a power-brake apparatus, the combi- I nation, with a brake-actuating cylinder,chamher for storage of reserved pressure, automatic valves for causing the action of said reserved pressure upon said cylinder by the relief of pressure from the train-pipes, of a relief-valve interposed between said automatic valves and train-pipes, and actuated by pressure, as described, when released by an clectro-magnet ure-relief by agency of an electric magnetizing-circuit and tripping mechanism, substantially as described.

- 3. In a pressure-brake apparatus having auxiliarystorage-chambersforactuating thebrakes upon relief of pressure from an external system of chambers or pipes, the combination, suba shifting-cock communicating with either of stantially as described, with said external syssaid valve-chambers from a common charging tern, of relief-valves, the same consisting of a and exhausting pipe, whereby pressure is divalve-casing having a relief-port, an auxiliary rectly applied to and released from the brake, I 5 5 passage, adouble piston-valve controlling said or automatically by a reserved pressure, the ports, and an electr0-magnet trip mechanism, latter being subject to application in the event substantially as described. of accident, or at the will of the engineer.

4. In a power-brake apparatus, the combi- RENALDO SOLANO. nation, with a main reservoir, brake-cylinder, \Vitnesses: [O and auxiliary reservoir having two separate CHAS. W. FORBES,

valve-chambers, substantially as described, of A. OREVELING. 

